Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60D—VEHICLE CONNECTIONS
  • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
  • B60D5/006—Passages between articulated vehicles, e.g. bridges or rotating plates
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D53/00—Tractor-trailer combinations; Road trains
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
  • B61D17/00—Construction details of vehicle bodies
  • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
  • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F3/00—Types of bogies
  • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
  • B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
  • B62D1/26—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted mechanical, e.g. by a non-load-bearing guide
  • B62D1/265—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted mechanical, e.g. by a non-load-bearing guide especially adapted for guiding road vehicles carrying loads or passengers, e.g. in urban networks for public transportation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
  • B62D47/02—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
  • B62D47/025—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus articulated buses with interconnecting passageway, e.g. bellows
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D53/00—Tractor-trailer combinations; Road trains
  • B62D53/005—Combinations with at least three axles and comprising two or more articulated parts
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

• the present invention relates to a composite articulated link between two successive cars of a self-guided public transport road vehicle of the type with intermediate axles each carried by an intermediate module ensuring the intercirculation connection of passengers between successive cars.
• the present invention has a first general aim which consists in reducing parasitic lateral accelerations at the level of the connections between the cars, detrimental to the comfort of the passengers and consequently reducing the wear of the guide rollers. It also aims at a second aim which consists, while equipping the intermediate modules with lower autoguiding devices, of freeing up space at the bottom of the cars and of the intermediate modules to allow the floor to be lowered in view of leveling it with the platform of the quay.
• the final goal is to allow
• the invention also constitutes an attractive alternative to heavy investment public transport systems such as the tram.
• the inventive solution consists in bringing as close as possible to the pivot axis perpendicular to the axle in its middle, the vertical pivot axes of the articulated pivot connections front and rear by which two adjacent cars are connected to the corresponding intermediate module.
• this inventive solution results from the search for the improvement of the comfort of the passengers according to which the lateral accelerations causing the unpleasant sloshing to which they are subjected to the entry of the curves or as a result of irregularities of the relief must be reduced as much possible.
• the inventive solution provides an interesting gain in volume in the lower part of the cars and of the intermediate module thanks to the lightening of the lower structures resulting from the taking over of the main forces by the upper structures.
• the inventive solution also makes it possible to obtain an intercirculation passage of sufficient dimensions through the intermediate module.
• Figure 1 is a schematic overview showing the functional blocks and the vertical axes of pivoting between two successive cars and an intermediate module; .
• Figure 2 is a perspective view of the entire framework of a train with three cars and two intermediate modules according to the crown variant; .
• Figure 3 is a perspective view of one front of an intermediate module according to the crown variant; .
• Figure 4 is a perspective view showing the underside of the intermediate module according to the crown variant; .
• Figure 5 is an overall perspective view of the frame of a train with three cars and two intermediate modules according to the variant with oblique rods;
• FIG. 6 is a perspective view of one rear of an intermediate module according to the variant with oblique rods; .
• Figures 7 is a perspective view showing the underside of the intermediate module according to the version with oblique rods; .
• FIG. 8 is a detailed perspective view showing the upper clearance stabilization link existing for the variant with oblique links between the rear car and the intermediate module; .
• Figure 9 is a general perspective view of an additional variant with ball joints; .
• FIG. 10 is a general perspective view of the composite connection according to an additional variant from a first angle of view with an intermediate module without protective bellows and without one of its wheels; .
• Figure 11 is a view similar to that of Figure 10 from a second angle of view; .
• Figure 12 is a detailed perspective view showing more particularly the bi-branched space and the lower middle part of the intermediate module; .
• FIG. 13 is a plan view of the last variant showing one of the motorized steering heads connected to an adjacent car by the same type of connection.
• a vertical pivot axis A-A ' is defined as the axis perpendicular in its middle to the axle line of the intermediate module.
• a vertical or quasi-vertical pivot axis B-B 'and a vertical pivot axis C-C between the adjacent cars and the intermediate module are defined.
• the aim of the small tilt of the front axle B-B ' is to improve yaw stability.
• the invention proceeds from the general inventive idea which consists in bringing the axes BB 'and CC closer to the axis A-A', and even confusing them for benefit from the significant reduction or even the elimination of lateral accelerations, even if it means carrying out the other functions with technical solutions reducing certain advantages or more expensive or even more difficult to implement.
• the general inventive idea also consists in placing, in all cases, the lower center of articulation of CIAD movement in the lower position in the rear articulated link LAR.
• We can define the ideal theoretical solution which consists in confusing the axes BB 'and CC' with the axis A-A ', to realize CIAD in the form of an articulated assembly with pendulum effect, for example with the gimbal, placed in lower position and provide a rear upper link to stabilize LASD movement movements.
• the invention aims to make usable in the technical and industrial field such an ideal theoretical solution and by proposing a few variants with specific advantages.
• a link is created at the front between the car and the intermediate module by an articulated pure LAV pivoting link around a vertical pivot axis BB 'parallel to the' axis AA 'and located closest possible of it even confused with it.
• a rear complex articulated link LAR is created at the rear comprising a pure pivot articulated link around a vertical axis C- C parallel to the axis AA 'and located as close as possible to it or even coincident with it, this pivoting link being completed by a lower center of CIAD deflection with pendulum effect produced in different ways and doubled by the upper rear link for stabilization of LASD movement movements also carried out in different ways.
• the general function of the articulated composite link according to the invention is to allow pivoting between two successive cars suspended through a rolling intermediate module by absorbing all the movements of roll, pitch and the combination thereof. Its primary purpose is to greatly reduce or even completely eliminate the lateral accelerations due to the offset between the central pivot axis perpendicular to the axle and the pivot axes specific to the articulated connections of the intermediate module with each adjacent car.
• the public transport vehicle 1 or 2 concerned by the invention consists, in the basic minimum version, of at least two single or end cars, namely a leading car 3 and a tail car 4 and in version common to an additional central car 5 ( Figures 2 and 5) or two end drive cabins 6, 7 ( Figure 13).
• an additional central car 5 Figures 2 and 5
• two end drive cabins 6, 7 Figure 13
• the latter provides an intermediate motorized or non-motorized support by which the cars are supported as well as an articulated composite link. between two successive cars.
• a rolling articulation support formed by a frame-body 13 with a frame structure mounted on a chassis 14 supported by an axle or a rolling directional assembly 15, for example a motor.
• the chassis 14 and therefore the axle or the directional assembly 15 are oriented at least by a guide member, or two 16,17 in the case where two directions of travel are desired as for the variants shown in the figures. These members are formed for example of two opposite guide arms 18,19.
• Each of these guide arms is pivotally liftable and carries at the end a pair 20,21 of inclined rollers intended to roll in engagement on a rail.
• the chassis structure 14 is arranged at a low level to save space downwards and to locate the floor at a low level which is desired in extension with the floor plane of the quay.
• the invention presents three preferred variants grouping the main functions under mechanical equivalents of different shape.
• the composite link articulated according to the invention through an intermediate module comprises an upper pivot articulation block 25 by which the ends of the successive cars are joined.
• This block is formed by two superimposed pivot joints 26 and 27 with a common vertical pivot axis 28 merged with the axis A-A '.
• This upper articulation block 25 is completed in the lower part by a pivot articulation in a crown 29 around the common vertical pivot axis 28 and the intermediate module 10 is connected in the lower part to the next car by a complex articulation 30 to the gimbal, as will be described below, forming the lower center of travel CIAD.
• the chassis structures 14 of the intermediate module 10 are secured to a rising body 31 dressed with two vertical side walls joined together in the upper part by a multibranch upper mechanical structure 32 intended to support and maintain the upper block in the central position.
• pivot joint 25 the assembly being suspended on the axle 15 of the module intermediate 10.
• the invention thus makes it possible by transferring the load-bearing structures to the upper part, to lighten and reduce the dimensions of the lower structures, giving the possibility of producing a lower lower platform of smaller thickness which, arranged close to the ground makes it possible to gain in volume and obtain a level floor with that of the quay.
• One of the objectives of the invention is thus achieved.
• Each car has an upper beam
• This frame is made up of a plurality of transverse elements called pairs such as 39.40 shaped as a frame, the upper crosspiece of which is secured to the upper frame beam 37.38.
• transverse torques delimit the cross section of the useful interior volume of each car. They form a cage open on its longitudinal side faces and closed by side members on its upper and lower longitudinal faces as shown in FIGS. 2 and 5.
• the load-bearing floor structure can be reduced in thickness.
• the end cars have at the front or at the rear an inclined glazed face 41, 42 housing a housing 43, 44 for a driving position.
• the other end of each cabin is shaped as an end frame 45,46 which marks the end of the upper longitudinal beam of frame 37,38.
• the chassis 14 of the intermediate module 10 of the first variant is conformed to the right of the ends of the cars in two opposite tracks 47, 48 in an arc of a circle on which the rolling means 49 move. , 50 for example with vertical rollers such as 51.52. These rollers are provided in two groups, groups carried each time and on each side by two horizontal plates such as 53.54 secured to the chassis.
• the tracks in an arc are produced in the form of two curved sheets spaced a distance close to the diameter of the rollers to allow them to move without appreciable play.
• the front end 55 of the rear car opposite the rear face of the intermediate module has a composite structure with two end frames 56,57 juxtaposed including a first frame 56 secured to the end of the rear car 9 and a second frame 57 integral with the intermediate module 10, the two frames being movable with one another and joined in lower part by a cardan joint.
• the frames 56 and 57 are connected in the upper part by a travel stabilization link formed by one or more shock absorbers, for example two shock absorbers 58 and 59 arranged in a V as shown.
• the frame 57 integral with the intermediate module 10 has at each end of its lower part a longitudinal lateral tab such as 60 serving as a support for a transverse pivot axis 61 connecting it through an intermediate piece 62 to the first frame 56 of integral end of the rear car 9 to form a pivoting pivoting articulation about the transverse axis 61.
• This tilting articulation is completed by another articulation 63 for pivoting the roll about a median longitudinal axis 64 between the intermediate piece 63 and the lower median part of the first end frame 56.
• These two articulations on the same intermediate part together constitute a universal joint 65 which allows the roll and pitch deflections of the rear car 9 relative to the intermediate module 10.
• the rolling means and the cardan joint are replaced on the front side by two oblique connecting rods and the rolling means are replaced on the rear sides also by two oblique connecting rods completed by a specific upper link 68 between the upper pivot articulation block 25 and the upper beam with corresponding frame 38.
• connection of the end of the rear car 9 with the corresponding upper pivot articulation 27 takes place through the specific connection 68, an exemplary embodiment of which is shown in detail in FIG. 8.
• this link 68 is to support the load of the rear car 9 and to absorb the relative lateral and mixed longitudinal displacements induced by the roll and the pitch between the end of the rear car 9 and the intermediate module 10 at each of their upper part.
• This connection 68 is a rectilinear element 73 acting as a drawbar allowing various deformations in bending and torsion and its mounting provides it with freedom of longitudinal movement.
• This rectilinear element 73 is produced in the form of a packet of sheet metal sheets 74 cut into strips and immobilized together at each end constituting the equivalent of a leaf spring capable of torsion.
• the front end of the rectilinear element 73 is mounted on a support 75 fixed to the body of the pivot joint 27 specific to the rear car 9. Its rear end is made integral a casing 76 which moves longitudinally with the rectilinear element 73 and is guided between two vertical guide uprights 77, 78.
• the casing 76 is open over a part of the length of its two flanks close to the pivot articulation 27 to allow the work of bending the blades on either side of a median position during the stresses in roll of the frame by relative to the intermediate module 10 as shown in broken lines in FIG. 8.
• the housing 76 comprises, at the front and at the rear, curvilinear ramps with a front 79 and rear 80 range.
• a support shoe 81 comes to bear on the curvilinear ramp 79 rising close to the pivot articulation 27 and at the rear a triangular friction shoe 82 with rounded end 83 also comes to bear on the underside of the ramp rear descending curvilinear 80 forming part of or integral with the housing 76.
• the front and rear ramps 79 and 80 have a curvilinear profile centered on the lower tilting axis in pitching movements of the lower center of travel. This axis imposes on the pitching movements a curvilinear line according to which the ramps are shaped.
• this drawbar slides, but must also follow a curved curve imposed by the lower position of the center of travel and the pivoting nature of the movements.
• the damping of the roll and pitch movements is effected by the friction of the blades between them.
• the body of the intermediate module 10 is formed around a tubular median transverse frame 84 carried by an axle 85 and defining the cross section profile of said intermediate module to delimit the interior passage through the module.
• This median transverse frame 84 has a lower nacelle part along a horizontal bottom 86 of width narrowed relative to that of the full section of the module, bottom continuing on each side upwards by two rising branches
• the branches meet together in the middle part and merge into an intermediate section 91, 92 continuing upwards by an upper part of generally arched shape.
• the area intermediate sections 91, 92 form a flaring transition between the lower part and the upper part shaped as hoops 93.
• the inter-branch open space is used for mounting the axle 85 arranged in a plane corresponding to the transverse median plane of the intermediate module 10 which is also that defined by the arch 93 of the upper part of the transverse frame.
• the axle 85 has a general U-shape which supports the intermediate module 10 and the central part of which passes under the lower structure of the frame affecting for this purpose in this area the form of a tunnel.
• This axle carries on each of its rising parts a wheel pivot 94.95.
• Each rising part of the axle continues vertically with a terminal section 96.97 by which it is connected to the bi-branch front structure of the median transverse frame 84 for example by a transverse connecting rod 98.99 supplemented by an oblique lower connecting rod 100.101 .
• a vertical damper 102,103 is mounted between the branch adjacent to the frame and the axle.
• each rising branch of the axle 85 ends with a horizontal transverse plate 104, 105 serving as a bearing surface for a suspension bellows 106, 107 connected by its other end to the hoop 93 of the median transverse frame 84.
• the upper articulation connections to the cars are only connections without vertical load constraint.
• the front car 8 is connected by a pair of two oblique connecting rods 108, 109 of constant length articulated at a distance from one another on the upper structure of said front car 8 and meeting at a point of articulation.
• common front 110 carried by a junction plate 111 shaped in rhombus and secured in the middle position on the upper face of the upper end of the frame 84.
• the connection with the rear car 9 is materialized by two telescopic dampers 112,113 mounted obliquely between two articulation points 114,115 distant from each other on the upper structure of the rear car 9 and united in a common upper rear articulation or two upper rear articulations 116,117 very close to the other end of the connection plate 111 in rhombus.
• a lower front ball joint 118 and a rear lower ball joint 119 each providing the articulated connection for vertical pivoting and pendulum between the chassis 14 of the intermediate module and a moving part 120,121 secured respectively to the end frame of the front car and the rear car.
• This rear lower ball joint 119 ensures the pivoting connection with the rear car and absorbs pitch and roll movements and takes over the load from the rear car 9.
• the front ball joint 118 At the front on the chassis of the intermediate module, and in the vertical extension of the upper common joint point before 110 is the front ball joint 118 ensuring the articulated pivot connection with the front car and takes over the load of the front car 8 .
• the front and rear ball joints 118 and 119 are close to each other. They are only separated by the axle passage.
• the vertical pivot axes are thus also close to the axis.
• the lower front ball joint 118 must not provide any other function than that of pure pivoting around a vertical pivot axis.
• the choice of a ball joint for this function is dictated only by technological considerations.
• the pendulum effect of the front ball joint is neutralized by the upper oblique rods 108 and 109 to avoid any parasitic movement.
• each ball joint is shaped at the end of the shaft, each secured on the one hand to the upper body of the ball joint and, on the other hand, to a horizontal plate 120,121 pivotally movable, secured respectively to the front frame 122,123 and rear of the front car 8 and rear 9 on the upper part of which the oblique connecting rods of the upper link are articulated.
• the corresponding pivoting plates 120, 121 have a shape such that they release between them a generally triangular free space 124 on each side occupied by a shutter structure 125 which is deformable in a fan allowing the pivoting movements in the horizontal plane which they define .
• connection with the low floor 126 of the adjacent cars is made on each side by means of an inclined ramp 127,128.
• this version is more particularly but not restrictively intended to be used with driving cabs at the front end 6 or rear 7 articulated in the same way with the adjacent car by an intermediate module 10 with axle and the corresponding joints described above.
• This realization offers a great symmetry of realization thus making it possible to standardize notably the manufacture of the parts and the assembly of the vehicles.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Life Sciences & Earth Sciences (AREA)
• Wood Science & Technology (AREA)
• Body Structure For Vehicles (AREA)
• Vehicle Body Suspensions (AREA)
• Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
• Automatic Cycles, And Cycles In General (AREA)
• Mutual Connection Of Rods And Tubes (AREA)
• Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
• Bridges Or Land Bridges (AREA)
• Handcart (AREA)
• Belt Conveyors (AREA)

Priority Applications (7)

Applications Claiming Priority (2)

Publications (1)

Family

ID=9494654

Family Applications (1)

Country Status (15)

Cited By (2)

Families Citing this family (26)

Citations (6)

Family Cites Families (5)

• 1996
  • 1996-07-26 FR FR9609613A patent/FR2751603B1/fr not_active Expired - Fee Related
• 1997
  • 1997-07-23 CN CN97196770A patent/CN1079346C/zh not_active Expired - Fee Related
  • 1997-07-23 AT AT97935610T patent/ATE213208T1/de not_active IP Right Cessation
  • 1997-07-23 PT PT97935610T patent/PT907546E/pt unknown
  • 1997-07-23 KR KR10-1999-7000658A patent/KR100537236B1/ko not_active IP Right Cessation
  • 1997-07-23 ES ES97935610T patent/ES2176763T3/es not_active Expired - Lifetime
  • 1997-07-23 UA UA99021144A patent/UA42878C2/uk unknown
  • 1997-07-23 RU RU99103928/28A patent/RU2189921C2/ru not_active IP Right Cessation
  • 1997-07-23 WO PCT/FR1997/001375 patent/WO1998004450A1/fr not_active Application Discontinuation
  • 1997-07-23 CA CA002263749A patent/CA2263749A1/fr not_active Abandoned
  • 1997-07-23 EP EP97935610A patent/EP0907546B1/fr not_active Expired - Lifetime
  • 1997-07-23 DK DK97935610T patent/DK0907546T3/da active
  • 1997-07-23 DE DE69710456T patent/DE69710456T2/de not_active Expired - Lifetime
  • 1997-07-24 US US08/903,245 patent/US5953997A/en not_active Expired - Lifetime
• 1999
  • 1999-01-25 NO NO990333A patent/NO990333L/no unknown

Patent Citations (6)

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